Railway-track structure.



PATENTED DEC. 20, 1904.

J. M. & J. W. KINGADB. RAILWAY TRACK STRUCTURE.

APPLIUATION FILED APR. 11, 1904.

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ililorun No. 777,958. PATENTED DEC. 20, 19 04.

' J. M. 6: J. W. KINGADE.

RAILWAY TRACK STRUCTURE. APPLICATION FILED APR. 11, 1904.

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filnvautozw- (7077/72 ME Kincade, Jvzes w jfz'zzcadez qquhwmw a Norma UNITED STATES Patented December 20, 1904.

PATENT OFFICE.

JOHN M. KINCADE, oE WESTVILLE, AND JAMES w. KINCADE, OF DEGRAFF, OHIO.

RAILWAY-TRACK STRUCTURE.

SPECIFICATION forming part of LettersPatent No. 777,958, dated. December 20, 1904.

Application filed April 11,1904. Serial No. 202,547.

1'0 alt whom it may concern:

Be it known that we, JOHN M. KINOADE, residing at lVestville, county of Champaign, and JAMES W. KINoADE, residing at Degraff, in the county of Logan, State of Ohio, citizens of the United States, have invented certain new and useful Improvements in Railway- Track Structures, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to railway-track structures, and has for its object to provide a strong and durable track structure which shall be simple in construction, to which the rails may be readily secured and as readily removed, which will firmly hold the rails in position and support them in such a way as to give a cushioning effect which will materially increase the life or durability of the structure and the ease and comfort of riding, While special provision is made to prevent the destruction or injury of the main portions of the structure in case of derailment or similar accidents.

To these ends our invention consists in certain novel features, which we will now proceed to describe and will then particularly point out in the claims.

In the accompanying drawings, Figure l is a perspective view of a track structure embodying our invention in one form. Fig. 2 is a plan view of one side thereof. Fig. 3 is an end elevation. Fig. 4 is asectional view taken on the line .22 m of Fig. 2 and looking in the direction of the arrows. Fig. 5 is a perspec' tive view of one of the track-plates detached. Fig. 6 is a perspective View of one form of nut-locking device detached. Fig. 7 isaperspective view, partly in section, of another form of locking device; and Fig. 8 is a perspective View of a modified form of one of the parts.

In the said drawings We have shown our improved track structure in its most complete and preferred form. Said structure comprises a metallic tie, (indicated as a whole by the referencenumeral 1,) said tie being constructed of steel or iron, either rolled, pressed,

or cast, in which latter case it is preferably in the form of a malleable casting. In its preferred form this tie is in the shape of an I- beam, comprisinga top plate 2, a bottom plate .3, and a vertical web 4, centrally connecting I upon the top of the top plate 2 a cushion 5,

which may be of any suitable material, such as rubber, leather, felt, asbestos, or of wood soaked in or painted with oil. We prefer to make this cushion coextensive with the top surface of the top plate 2; but it may be of less extent, a separate cushion of the desired size being employed under each rail and railplate. Over the cushion 5 is placed a guardplate 6, preferably of pressed steel, said guardplate being provided with a marginal flange 7 around its entire edge, which flange extends down past the cushion and top plate, fitting against the edge of the latter, so as to exclude dust, water, oil, or other detrimental substances and prevent them from having access to the cushion or to the top plate. This guardplate also serves as a means for preventing injury to the cushion or tie in case of derailment or other similar accidents, as the blows of the wheels of the rolling-stock will be received by the guard-plate and said guardplate will efiectively prevent injury to the cushion or tie, while the renewal of said guardplate, if it becomes necessary, is much less expensive than a new tie.

8 represents a track plate or chair, which in its preferred form is shown in detail in Fig. 5. In this form it comprises a base-piece or connecting-web 9, by means of which the two members lying on opposite sides of the rail are connected, said base-piece 9 passing under the rail-base and the lateral members 10 rising therefrom to form shoulders 11, against which the edges of the rail-base abut. The

rail is indicated at 12, and its base at 13. The upper surface of each member 10, adjacent to the shoulder 11, is provided with a bevel or incline 14:, corresponding to the incline or bevel of the upper surface of the rail-base adjacent to which it lies, but reversely directed. Each member 10 of the track-plate has formed vertically through it one or more apertures 16, two being the preferred number, said apertures being located adjacent to the shoulder 11 and receiving fastening-bolts 17 which extend upward through the top plate 2 of the tie and through said apertures, receiving a fastening-nut 18 on their upper ends. Any suitable means may be employed to prevent the bolts from turning in the parts through which they pass, and in the present instance we have shown our preferred method of accomplishing this, which consists in providing each bolt with a square or polygonal head 19 on its under end, which head bears against the adjacent face of the vertical web 4 of the tie, as indicated in Fig. 3. The same result may of course be obtained by making the shank of the bolts square or otherwise non-circular in form and giving to the aper- 7 tures through which they pass a similar shape.

The nuts 18 are preferably octagonal and of a width or diameter suflicient to extend over the rail-base 13 and bear upon the top of the rail-base when screwed down into position, so as to hold the rail firmly in position on the track plate or chair. These nuts are preferably beveled or conical on their under sides, as indicated at 20, so as to have a firm bearing upon the inclined upper surface 15 of the rail-base, and the arrangement of the inclines 14 is such that the nuts bear simultaneously upon said inclines also, thereby equalizing the strains on the nuts and preventing any lateral strain on said nuts and the bolts 17 The nuts 18 when in position are held from rotation onthe bolts 17 by a suitable locking device, and in the present instance we have shown two formsof locking device for this purpose. In the one form shown in the present instance as applied on the outer sides of the rails the member 10 of the track plate or chair is provided at its outer edge with a rib or upwardly-extending flange 21. 22 indicates a locking-bar which when the nuts are so turned as to have one of their vertical faces parallel with the adjacent vertical face of the rib or flange 21 will fit between said rib and said nuts and bear against the faces of the nuts in such a way as to prevent rotation thereof. This locking bar is made of a greater length than the width of the tie and is held in position by having its ends bent down past the edges of the tie, as indicated at 23, and then underneath the tie, as indicated at 2 1. It is understood, of course, that this locking-bar will be made of wrought-iron or other suitable metal capable of being bent in the manner indicated, and its removal when necessary may be effected by bending back its ends sufliciently to permit it to be lifted out. The other form of locking device, shown in the present instance as applied to the inner sides of the rails, consists of a plate 25, adapted to rest on the upper surface of the rail-base and on the member 10, which latter is provided at its edge farthest from the rail with an upwardly-extending rib or projection 26, against which the plate 25 abuts. Said plate 25 is provided with apertures 27, preferably square, but in any event so shaped as to bear against the vertical faces of the nuts and prevent their rotation. This plate is secured in position by means of extensions 28, which are bent down past the ends of the tie and underneath the same in the manner just described in connection with the locking-bar 22 and may be removed by bending back said extensions sufflciently for this purpose.

In order to strengthen the top plate 2 of the tie at the point where the rails and trackplates place upon it the maximum load, we employ on each side of said tie and near each end thereof, immediately under the trackplates, a brace or support 29. In its preferred form this brace or support is cast or forged in a single piece and comprises two vertical webs 30, each provided with a bottom or base plate or flange 31, which rests on the upper surface of the bottom plate 30f the tie, and a top plate 32, which connects the upper ends of the vertical members 30 and rests underneath and supports the top plate 2 of the tie. These braces are secured in position by rivets 33, connecting the top plates and bottom flanges of the braces to the top and bottom plates of the tie, respectively. The rivet-beads of the rivets which connect the top plates are countersunk into the top plate of the tie, as shown in Fig. 4:, in order that the said tie may present a smooth upper surface for the parts mounted thereon. IVhen these braces are employed, it will be noted that the bolts 17 pass upward through the top plates 32, their heads lying below said plates, as indicated in Fig.4. In Fig. 8 we have shown a modified form of brace adapted to be readily constructed by forging orpressing. In this con struction the brace is composed of two plates 34 and 35, riveted together at their vertical portions to form a vertical web for the brace and having their upper and lower ends bent outward at right angles in opposite directions to form the top and bottom plates of the brace. It will be noticed that these braces not only serve to support the top plate of the tie against the load brought thereon by the rails, but they also serve as anchoring devices which, projecting in planes at right angles to the length of the tie, effectually prevent displacement of the tie in the direction of its length by their contact with the soil or ballast. As

an additional means for anchoring the tie against endwise movement we may employ anchor-plates 36, secured to the under side of the bottom plate 3 of the tie at each end thereof. Each anchor-plate consists of a horizontal portion or member 37, extending from the end of the tie inward toward the center of the track, and a vertical portion or member 38, extending vertically downward from the inner end of the part 37. This arrangement strengthens the tie at its extremities and leaves sufficient space at each end of the tie for the tamping operations which are sometimes necessary at that point. There is a material advantage in the arrangement of the anchor-plates 36 with their horizontal members extending from the end of the tie inward, for the reason that in the operation of leveling up the track the ties are lifted or supported by jacks or levers which bear against their under sides, at the end thereof, and the bottom plates of the ties being reinforced at these points by the horizontal members 37 of the anchor-plates are enabled to resist the strains to which they are thus subjected without buckling or bending.

Prior to the placing of the tie in position in the road-bed we prefer to provide it with a protective coating, such as paint of suitable character or by dipping it in a protective solution. We also contemplate either galvanizing the tie, or, in other words, coating it with zinc, or providing it with a coating of cement as alternative means for protecting it against the corrosive action of the soil or water to which it is exposed when in use.

It will be understood that our improved metal tie is strong, durable, and light and at the same time relatively inexpensive, since the shape of the body of the tie is one that can be easily rolled or pressed and as readily cast. The tie is so pressed as to firmly support the load which bears thereon and is effectively anchored, so as to prevent displacement thereof, while readily permitting the tamping of the ballast around and underneath the same. The rails are readily and firmly connected to the tie without the employment of spikes, While the fastenings are of such a character as to permit the rails to be readily disconnected when necessary or desirable. here the cushioning-supports are employed, they not only render the track an easy-riding one and prevent wear and tear of the permanent way and rolling-stock by obviating the jarring blows and vibrations which would otherwise be present, but they also tend to materially lessen and prevent the noise usually attendant upon trafiic. Where the guard-plates are employed, they not only protect the cushions and ties from injury by exposure, but also serve as an efficient safeguard in case of accident, as hereinbefore more fully pointed out.

Obviously our invention is not limited to the precise details hereinbefore, specified.

Where a comparatively inexpensive permanent way is desired, the cushions and guardplates, or either of them, may be dispensed termediate web or bottom plate connecting the two lateral members of the track plate or chair underneath the rail may also be omitted, the members being thus made separate, so that the chair is in two separate parts lying on opposite sides of the rail.

Various other modifications will readily suggest themselves, and we therefore do not wish to be understood as limiting ourselves to the precise details of construction hereinbefore described, and shown in the accompanying drawings.

Having thus fully described our invention, what we claim as new, and desire to secure by Letters Patent, is v 1. In a railway-track structure, a metal cross-tie having the form of an I-beam with horizontal top and bottom plates and a central vertical web connecting the same,the top plate forming a support for the rails, and separate braces secured to the tie on each side thereof under each rail and supporting the top plate beneath the rails, said braces bearing on the under sides of the top plates below the portions thereof on which the rails are supported, substantially as described.

2. In a railway-track structure, a metal cross-tie having the form of an I-beam with horizontal top and bottom plates and a central vertical web connecting the same, the top plate supporting the rails, and separate braces secured to the tie on each side thereof underneath each rail, said braces consisting of bottom plates and top plates, bearing against and secured to the opposite faces of the bottom and top plates of the tie, and vertical webs connecting the top and bottom plates of the braces and extending in a plane at right angles to the length of the tie to form anchoring-plates, substantially as described.

3. In a railway-track structure, a metal cross-tie in the form of an I-beam, rails supported on the top of said tie, track plates or chairs interposed between the rails and tie, and braces supporting the top plate of the tie, said braces resting on the bottom plate of the tie and having top plates which lie underneath the top plate of the tie and are coextensive with the track plates or chairs, substantially as described.

4. In a railway-track structure, a metal cross-tie in the form of a beam having a vertical web and a horizontal top plate provided with a flat upper surface, in combination with a removable metal guard-plate in the form of acap provided with a depending flange fitting over and embracing the top plate of said tie, substantially as described.

5. In a railway-track structure, the combination, with a metal cross-tie in the form of a beam having a vertical web and a horizontal top plate with a flat upper surface, of a removable metal guard-plate provided with a depending flange and forming a cap fitting over and inclosing the top plate of the tie, and a cushion interposed between said top plate and guard-plate, the flange of the capplate extending below the cushion and top plate of the tie outside thereof, substantially as described.

6. In a railway-track structure, a metal cross-tie in the form of a beam having a vertical web and horizontal top plate, in combination with rails, track plates or chairs extending on opposite sides of said rails, bolts extending upward through the tie and trackplat-es adjacent to the bases of the rails, and nuts mounted on the projecting ends of said bolts and bearing on the upper surface of the rail-bases, substantially as described.

7. In a railway-track structure, a metal cross-tie in the form of a beam having a vertical web and horizontal top plate, in combination with rails, track plates or chairs extending on opposite sides of said rails, bolts extending upward through the tie and trackplates adjacent to the bases of the rails, and nuts mounted on the projecting ends of said bolts and bearing upon the upper surface of the rail-bases and track-plates, substantially as described.

8. In a railway-track structure, a metal cross-tie in the form of a beam having a Vertical web and horizontal top plate, in combination with rails, track plates or chairs extending on opposite sides of said rails, bolts extending upward through the tie and trackplates adjacent to the bases of the rails, means for preventing rotation of said bolts, and nuts mounted on the projecting ends of said bolts and bearing on the upper surfaces of the railbases, substantially as described.

9. In a railway-track structure, a metal cross-tie in the form of a beam having a vertical web and horizontal top plate, in combination with rails, track plates or chairs extending on opposite sides of said rails, bolts extending upward through the tie and trackplates adjacent to the bases of the rails, said track-plates having inclined bearing-surfaces, and nuts mounted on the projecting ends of said bolts and beveled or conical on their under sides to bear upon the inclines of the trackplates and on the inclined upper surfaces of the rail-bases, substantially as described.

10. In a railway-track structure, a metal cross-tie in the form of a beam having a vertical web and horizontal top plates, bolts extending upwardly through said top plate on opposite sides of the vertical webs, the heads of said bolts bearing against said web to prevent rotation of the bolts, rails supported on said top plates, and nuts mounted on the upper ends of said bolts and bearing upon the bases of the rails, substantially as described.

11. In a railway-track structure, a metal cross-tie having a top plate, in combination with rails supported thereon, track plates or chairs extending on opposite sides of said rails, and provided with upwardly-extending projections, bolts extendingupward through the top plate and chairs and provided with nuts which bear upon the rail-bases, and locking bars or plates fitting between the projections of the chairs and the nuts to prevent the nuts from turning, said locking bars or plates having portions thereof bent down under the top plate of the tie, substantially as described.

12. In a railway structure, a metal crosstie having a top plate, in combination with a track plate or chair having a web extending under the railand members lying on each side of the rail and forming shoulders for the railbases, said members being provided with upwardly-extending projections at their outer ends and inclines adjacent to the rail-bases, bolts extending upward through the top plate and chair, nuts mounted on said bolts and bearing against the inclines and rail-bases, and locking devices fitting between the projections and nuts and provided with means for securing them in position, substantially as described.

13. In a railway-track structure, the combination, with a metal cross-tie in the form of an I-beam, of a cushion supported on the top plate of said cross-tie, a metal cap fitting over said cushion and top plate, chairs mounted on said metal cap, bolts extending upward through the top plate, cushion, cap and chairs, nuts mounted on the projecting upper ends of said bolts and bearing on the tops of the railbases, and means for locking said nuts and bolts against rotation, substantially as described.

In testimony whereof we aflix our signatures in presence of two witnesses.

JOHN M. KINCADE. JAMES W. KINGADE.

lVitnesses:

A. B. HUsToN, C. L. RExER. 

